Control means for a plurality of power units



Dec. 12, 1939. BAlLEY 2,183,364

I CONTROL MEANS FOR A PLURALITY OF POWER UNITS Original Filed April 13,1936 3 Sheets-Shet l I 11 vewior GEORGE 5. Bfl/LEY G. B. BAILEY2,183,364

CONTROL MEANS FOR A PLURALITY OF POWER UNITS Original Filed April 13,1936 3 Sheets-Shea? 2 r Dec. 12, 1939.

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CONTROL MEANS FOR A PLURALITY OF POWER UNITS Original Filed April 13,1936 3 Sheets-Sheet 3 8 lg 23 7* -Q- a? /"N I O I 8 S g I \H b to &3 9(3 N 2 M g) Inventor N N 6. B. .B/ /LEY w -J a 665501 7163 Patented Dec.12, 1939 UNITED STATES PATENT OFFICE CONTROL MEANS FOR A PLUltALITY OFPOWER UNITS 1 George B. Bailey, Sharon, Mass assignor to ThermalEngineering Company, Boston, Mass, a corporation of Massachusetts 11Claims.

'I'nis invention relates to an improved control means for a plurality ofpower units, such as internal combustion engines whereby operativecontrol of the same may be efiected in correspondence with thepoweroutput.

One object of the invention is to provide an improved control means forinternal combustion engines of the Diesel types A further object of theinvention is to provide novel means for coupling together a plurality ofinternal combustion engines and control the operation of the same insuch a manner as to prevent overloading of any engine and effect anautomatic control of certain of the engines from 15 theoperation of oneor more of the'remaining engines.

A further object of the invention is the provision of simple andeflicient mechanism for coupling together and controlling automaticallythe operation of internal combustion engines or other prime movers bymeans which is a function of the power output of the system or of oneprime mover of the system by means of control mechanism operativelyconnecting the prime movers included in the system and efiective forcontrolhug the governing instrumentalities of said prime movers.

Other objects and advantages of the invention will appear from thefollowing detailed description and appended drawings of certain forms of30 the invention shown as applied to internal combustion engines fordriving electrical generating units, although it is to be understoodthat the application and use of the control means shown and describedare not limited in their operation be employed in connection with anyother suitable types of power driven mechanisms.

In co-p'ending applications Serial No. 15,166, filed April 8, 1935, uponwhich Letters Patent No. 2,142,102, was granted January 3, 1939, andSerial No. 74,017, filed April 13, 1936, upon which Letters Patent No.2,122,402, was grantedJuly 5, 1938, are shown and described certainfeatures of the invention as disclosed herein, and this application is acontinuation in part of said application Serlal No. 15,166 and adivision of applicat on Serial No. 74,017.

In the present invention I am disclosing improved means forautomatically coupling and controlling prime movers, such as internalcombustion engines, for single or multiple operation, for the purpose ofcontrolling the power output in such a way that with a varying demandupon the system, the voltage, pressure or speed delivto utilization withelectric generators but may.

ered may be maintained substantially uniform by means of the operationof avarying number of prime movers or internal combustion enginesincluded in the operating series efiected through the operation ofsuitable control mechanisms.

An advantage of my invention is that it makes possible the coupling upin parallel operation, electrically or mechanically, any number ofinternal combustion engine driven power units, at the same timeproviding full automatic control. This results in saving in first costbecause of application of standardized high speed units of low cost,saving in operating cost due to elimination of attendants and increasedefliciency, minimizing the chance of complete failure in a multipie unitapplication, etc.

In the accompanying drawings the principles of my invention areillustrated in their application of driving dynamps singly and inmultiple. While the best mode in which I have contemplated applying theprinciple of my invention is shown in the accompanying drawings, theseare to be taken as merely illustrative, for it is intended. that thepatent shall cover by suitable expression in the appended claims,whatever features of patentable novelty exist in the invention as awhole.

Figure 1 is a diagrammatic showing of apparatus embodying certainfeatures of my inven- 7 tion;

Figure 2 is a diagrammatic illustration of a multiple arrangement ofpower driven units, of the type 'shown in Figure 1, illustratingdiagrammatically the manner or interconnecting the control means toprovide for a controlled operation of the system;. 1

Figure 3 is a diagrammatic showing of a somewhat modified control meansas applied to a multiple arrangement of power driven units such as maybe of the type illustrated in my Letters Patent Nos. 2,142,102 and2,122,402 above men tioned; and

Figure 4 is a detailed view, partially in section, of a portion of theiniection pump showing the rack and rack operated control mechanism.

Referring more particularly to Figures 1 and .2 of the drawings, thereis disclosed in Figure 1 a Diesel internal combustion engine I asrepresentahve or any prime mover whose drive shaft 2 is suitablyconnected to coupling 3 which, for the purpose of illustration, may betaken as an automatic clutch. It is to be noted thatthe coupling can besolid, flexible or automatic; the latter being adapted for use inmultiple unit application where it is desirous to keep the driven memberrotating but, at the same time, allowing the slowing down or stopping ofthe prime mover. Coupling 3 is, in turn, connected through shaft 4 todynamo 5 which, for the purpose of illustration, may be of the shunt orcompound wound direct current type, 'It is well known that such agenerator will deliver a current, having a desired, substantiallyuniform voltage at a substantially uniform speed. Heretofore, themaintaining of a substantially constant speed and, therefore, asubstantially constant voltage, has been accomplished by control of thefuel delivered to' the engine by a standard governor mechanism 6,operation of which is a function of the engine speed and which may beincorporated on a Diesel engine with the fuel injection pump 1, it beingadjusted to maintain substantially uniform the speed at which the dynamo5 will deliver a substantially constant voltage.

However, in my invention the governor mechanism 6 is supplemented withfurther control mechanism such as diaphragm motor 8 which, through leverlinkage 9 controls the adjustment of governor mechanism 6 throughthrottle lever 10. This throttle lever I0 is standard equipment oncommercial Diesel engines and will control the speed and, therefore, thepower input of the engine by adjusting the governor 6, all the way fromfull speed, and therefore fullpower input, down to a minimum speed andfinally to a point where it cuts off fuel supply completely, thusstopping the engine.

Diaphragm motor 8 may be operated and thus cont-r01 the governoradjustment or throttle lever by any suitable medium such as compressedair, water pressure, vacuum, etc. For the purpose of illustration itwill be assumed that compressed air is used. .It is to be noted thatdiaphragm motor 8 will react to the air pressure in such a way that anincrease in airpressure will cause the lever linkage 9 to move which, inturn, causes throttle lever H! to move say in a direction to increasethe speed of the engine. On a decrease in air pressure, spring I! willpull the lever linkage 9 and, therefore, the throttle lever Ill backinto a closed position. It is obvious that by using springs of varioustension at l I the diaphragm .motor mechanism can be made to react atvarious pressure differentials say, for instance, (a) 0 lbs. pressure tobe closed, 6 lbs. to be fully opened, (b) 4-10 lbs., (0) 6-12 lbs., ((1)8-14 lbs. etc.

As shown, compressed air is delivered at a.

' pressure say of 30 lbs. from a pressure source to 1 voltage .controli2, through supply tubing 13 and supply pressure gauge I4. Voltagecontrol I2 is connected to the control system through controlledpressure gauge l5. and controlled pressure line l6, and is so designedthat it will cause an increase in pressure in the control system on adecrease in voltage due say to an increase in load I], or decrease thepressure in the control system on an increase in voltage.

Voltage control l2 may consist of a small motor 18, speed of which is afunction of the voltage, connected to and driving centrifugal ballgovernor l9 which, in turn, is connected to double disc 20 of three+wayvalve 2l' through stem 22. I8 isconnectcdacross the main electric line23 through wires 24. A decrease in voltage caused by an increase .inload "results in slowing up of motor I8 and governor l9, action of whichcauses disc 20 to restrict'or close vent port 25, at the same timeopening pressure supply port 26 and allowing compressed air to passthrough controlled pressure port 21, to controlled'pressure Motor lineI6, thereby increasing pressure in control system. An increase involtage causes a reverse action to take place; i. e., motor 18 andgovernor I9 speed up; double disc 20 restricts or closes pressure supplyport 26; vent port 25 is opened allowing air to escape from controlsystem, thereby decreasing pressure in same.

Controlled pressure tubing 16 is connected to diaphragm motor 8 throughan exhaust temperature control 28 and tubing 29 and may also beconnected through tubing 38 to as many diaphragm motors and pressureswitches 3i as there may be units in the system, or a separate voltagecontrol mechanismmay connect each power unit I6 through supply gauge 33and diaphragm motor 8 through tubing 29 respectively. Port 44 is a ventto the atmosphere. The action of temperature control 28 is such that itwill pass air from the control system to the diaphragm motor 8 so longas the exhaust temperature is below that for which the instrument isset. However, if the exhaust temperature starts to exceed thetemperature for which it is set, it reduces the pressure in tubing 29and, therefore, on diaphragm motor 8. It accomplishes this through themovement of disc 39 by bellows 35. An increase in the exhausttemperature beyond that for which the instrument is adjusted reacts onthermostatic bulb 31, causing bellows 35 to expand which, in turn,causes disc 39 to restrict or close air pressure supply port 42, openvent port 44, thereby allowing air to escape from diaphragm valve 8through tubing 29 and port 43. Conversely, a decrease intemperature willcause bellows 35 to contract, in'which case disc 39 will restrict orclose vent port, and open supply port 42, allowing air to pass throughport 43 into tubing 29 and increase pressure on diaphragm 8.

The exhaust temperature of a Diesel engine increases with the load andit is generally accepted that with an exhaust temperature of 700 F. aDiesel engine is fully loaded. Therefore, with an arrangement asdescribed, it can be readily seen that the engine cannot becomeoverloaded if its temperature controller is set for a temperature of 700F. or less, due to the fact that as soon as the temperature for which itis set is reached, pressure on the diaphragm 8 is decreased, resultingin a decrease in the power input of the engine with accompanyinglowering of exhaust temperature. It might be stated here that acontinuance of exhaust temperature in excess of 700 F. will result inexcessive valve burning and lowered efficiency. It is to be noted thatby adjusting this controller, the operator can definitely set themaximum percentage of the total power that any one engine will deliver.

For instance, an exhaust temperature of 640 F. represents 90% full loadcapacity; an exhaust temperature of 580 F. represents full loadcapacity; etc.

Pressure switch 3| may be of the single circuit 7 mercury tube type withmercury tube, being operated through lever linkage 46 by bellows 41, itsfunction being to automatically start the engine on a predeterminedpressure in the air pressure control system, by closing the electriccircuit consisting of connecting wires 8, pressure switch 49,thermostatic time switch 50, solenoid switch and storage battery 52.Pressure switch 49 may also be of the single circuit mercury tube typewith mercury tube 53- being operated through lever linkage 54 by bellows55 which, in turn, is actuated by the lubricating oil pressure in theengine lubricating oil circuit, being connected to same through tubing56. Pressure switch 49 is normally closed during the starting operation,its function being to break the electric starting circuit after theengine gets to operating. Thermostatic time switch 5|! is also of thesingle circuit type, its contact points 51 being normally closed duringthe starting operation.

The closing of the electric circuit described energizes solenoid coil58, causing solenoid switch contacts 51 to close which, in turn, closes,an electric circuit consisting of electric starting motor 60 mounted onengine I, storage battery 52 and connecting electric wires 6|. This notonly throws the current through the starter motor but also throwscurrent through the resistance 63 in thermostatic time switch 50, theresistance 62 being connected'in parallel with starter motor 68 throughwires 63. Resistance 62 immediately starts to heat up and affectU-shape'd thermostatic control metal element 64, which is fixed onone'side at 65, causing it to expand at a definite rate. One of the'contact points 51 of thermostatic time switch 50 is mounted on leverlinkage 66 which, in turn, is supported on that part of the U-shapedthermostatic metal element 64 which is free to move. If, for any,reason, the engine fails to start, thus causing the starting circuit toremain closed for too long a period, the expanding U-shaped thermostaticelement 64 reaches the end of lever linkage 56 ceasing to support same,causing contact point 51V to open, thus breaking the starting circuit.

Pressure switch 3| is so adjusted as to operate at a pressure in the airpressure control line which, also, is such that governor adjust mentlever Ill, due to the action of diaphragm motor mechanism 8, 'is ina'position where fuel will be deliveredto the cylinders and, therefore,the engine will be started. As soon as the engine is started'thelubricating oil pressure in' attended to.

In Figure 2 I have illustrated a plurality of four engines la, lb, l'cand Id connected through automatic or over-running clutches 3a, 3b, 3c.

and 3d to dynamos 5a, 5b, 5c and 511 which are synchronous, single phasealternating current generators with direct connected exciters 61, 68, 69and 70, all feeding into main bus wires 23a through wires 23b tovariable load l'la. Each engine is equipped with its own diaphragm motormechanism 8a, 8b, 8c and 8d respectively, each motor mechanism beingcontrolled by and through its own exhaust temperature controller 28a,28b, 28c, and 28d respectively, through tubing lines 29a, 29b, 29c and29d respectively; all in turn being controlled by speed regulator l2a.

Controllers 28a, 28b, 28c and 28d are the same type of instruments astemperature control 28, Figure l, which has already been fullydescribed;

, while speed regulator |2a is the same as voltage control l2 Figure l,which also has been fully described, except that it may be equipped witha synchronous motor, speed of which is a function of the speed of thesynchronous "alternating current generators.

The temperature controllers 28a, 28b, 28c and 28d are connected to theirrespective thermostatic bulbs 3'la, 31b, 31c, 31d located in engineexhausts 38a, 38b, 38c and 38d through tubings 36a, 36b, 36c and 36d.Each engine is equipped with its own automatic starting instruments allhoused in cabinets ll, 12,-13, 14, each cabinet containing the sameinstruments connected electrically and otherwise as previously describedand illustrated in Figure 1; i. e., pressure switch 3|, pressure switch49, and thermostatic time switch 5,0. These, in turn, are connected tosolenoid switch and starter mounted on engine, similar to solenoidswitch 5| and electric starting motor 60 in- Figure l through-cables 15,I6, 11 and F8. The automatic starting instruments in the cabinets areconnected to'the control line through tubing 30a, 30b, 30c and 30d.Temperature controls 28a, 28b, 28c and 28d are connected to the controlline 30 through tubing lines l6a, I6b, I60 and I6d.

The diaphragm motors 8a, 8b, 80 and 8d are each equipped with a springsimilar to spring ll, Figure 1. For the purpose of illustrating theoperation of this plant, it is to be understood that the tension ofthese springs are all difierent. It is obvious that if pressure isintroduced to the control system the first diaphragm motor to operatewould be the one equipped with the spring of least tension. The startingpressure switch of each unit would be so adjusted that it would closethe starter circuit at a pressure which would be such that itsrespective diaphragm motor mechanism with which it is cooperating wouldhave its respective governor adjustment in such a position that when theengine is turned over fuel would be injected to the cylinders andtherefore the engine would start.

Let it be assumed that diaphragm motor 8a on engine la in Figure 2-isequipped with the spring of the least tension, with diaphragm motors'8b, 8c and 8d of engines lb, lo and Id equipped with springs ofincreasingly greater tension respectively. This being the case, withcontroller I la arranged to introduce air pressure from supply tubingl3a to the control system through header 30 engine Ia will be the firstone to start. All the generators would be connected across the line andall of them would come up to speed as engine la brings generator 5a upto speed, due to the fact that they are free to turn because of theautomatic clutches 3b, 32 and 3d. This illustrates a decided advantageof'connecting the generators to the engine through automatic clutches.In bringing the generators in an alternating current generchronizingquipment is necessary.

As soon as the proper speed is reached speed control I211 will, if thereis a tendency for the speed to increase beyond the desired speed, let

.ating system to speed in said manner, no synair pass out of the controlsystem, thus reducing the pressure on diaphragm motor 80., retardinggovernor position until the desired speed is reached. If, on the otherhand, the variable load Ila is increased, the power input of engine lawill be increased by increasing the speed setting of the governor ofthat engine. Overloading of engine la is, of course, prevented by itsexhaust temperature control 28a. operating in the manner previouslydescribed for temperature control 28 in Figure 1. If the load increasesbeyond the capacity of engine la, pressure in control system willcontinue to increase through the action of speed control l2a, with aresult that engine lb will be started up and will deliver power into thesystem due to the fact that its diaphragm motor 81) will be the next oneto be afiected by the increase in. pressure, being equipped with aspring of less tension than that on diaphragm motors 8c and lid onengines la and Id, although greater in tension than that on diaphragmmotor 8a on engine ia. In the same manner, a further increase in theload will cause a still further increase in pressure, with the resultthat engines lo and id will be brought into operation in the ordernamed. In each instance, their pVerloading is prevented by the action oftheir respective exhaust temperature controls 28c and 28d It can be seenthat speed controller I2a in the alternating current system describedand illustrated in Figure 2, not only functions to start and stop thevarious engines upon an increase or decrease in demand, but also acts asa master governor operating cooperatively with each of the individualengine governors to maintain a more nearly constant speed. Constantspeed characteristics in an alternating current generating system areimportant in order to maintain constant cycling; The ordinary enginegovernor being dependent upon a speed variation as its source of forceto move the fuel control throttle, may give a variation of 5% or higherin speed between no load and full load, with the result that the cyclesvary in the same proportion. However, with the master speed controllerl2a operating cooperatively with the engine governor constantlyadjusting it, it can be seen that the uniformity of speed or cycles islimited only by the accuracy of the This type of instrument Forinstance, it

can be designed so that its air pressure pilot valve control mechanismwill operate over the full control pressure range of 15 lbs. by avariation of not over one-half of one per cent of speed.

It might be noted that an advantage of the multiple unit arrangement ofsynchronous, alternating current generators as shown in Figure 2, is thefact that those generators that are not supplying power will be floatingon the line or operating as synchronous motors under no load, orsynchronous condensers. As such, they will correct the power factor inthe system, with a resulting increase in over-all efiiciency.

In that form of the invention shown in Figure 3 of the drawings, asuitable prime mover, such as a Diesel internal combustion engine 88,has its drive shaft 8| connected by means of a coupling 82, which may bein the form of an automatic or overrunning clutch, with the shaft 83 ofa dynamo 84, which may be of a shunt or compound Wound direct currenttype or' an alternating current generator capable of synchronousoperation. The internal combustion engine may be provided with astandard governor mechanism operainternal combustion engine 8011.

of the engine throughout its. entire operating range. The diaphragmmotor 81 may be operated by any suitable medium, such as, compressedair, water pressure, vacuum, etc., for controlling the governoradjustment or throttle lever, and in the present instance the same maybe assumed to be operated by compressed air supplied thereto at apressure appropriate for the purpose. 1

In internal combustion engines of the type shown herein the governoradjustment mechanism 85 regulates the speed through control of the fuelinjection by the pump 86 through operation of an engine governor (notshown), and thereby controls the fuel injection of the injection pump 85by means of a rack 99 slidably mounted in the. fuel injection pump 86.This mechanism has not been shown in detail since it is conventional indevices of this character and well-known to those skilled in the art.Since the quantity of fuel being supplied is a function of the poweroutput of the engine and is related directly with the movement of therack 90, the rack 90 may be employed as a control means for multipleengine operation,

- similar in general to that represented in Figures 1 and 2 of thedrawings by the voltage control l2, as responsive to engine output orload conditions as impressed upon a power operated instrumentality, suchas the line load 9!, by the power output of the system.

In order to utilize the rack 90 as a control element, a housing 92 isprovided adjacent to the free end or the rack which supports a valvestem 93 slidably mounted therein and normally maintained in its inwardlyextended position by means of a coiled spring 94. A valve 95 carried bythe valve stem 93 is mounted for movement in an air pressure casing 96,which may form a part of the housing 92, and which contains air chambers91 and 98 connected by a port 99. An exhaust port 100 is formed in thechamber 98 in position to be opened or closed by movement of the valve95. An air pressure tubing IUI, providcd with a pressure indicator I02,communicates with the air chamber 91; and an air supply tubing I83,provided 'with a pressure gauge I04,

connects the air chamber 98 with a diaphragm motor 81 carried by theengine 89, and a continuation 696 of the air supply line or tubing I03connects the air chamber 98 with the diaphragm motor 87a carried by thenext internal combustion engine 86a of the series. A branch line ill! ofthe air supply tubing P33 has branches opera tively connecting withpressure operated switch or starting mechanisms E08 associated withinternal combustion engine 89 and M81: associated with v In this form ofthe invention the exhaust temperature control means shown in Figures 1and 2 is eliminated and the pressure control as developed from movementof the rack 90 actuates the diaphragm motors ill-81a etc. directly, andthe pressure operated switches I08, 18a, etc., through a branch airsupply line or pressure tubing.

The engine a may be provided with a rack operated control mechanismsimilar to that designated by reference characters -I00, previouslydescribed, to which may be connected a pressure supply pipe IIO providedwith a pressure gauge II I. An air supply tubing H2 provided with apressure gauge I I3 extends therefrom and maybe connected with thediaphragm motor 81a of the engine 80a and extend to and control thediaphragm motor and pressure operated switch., or

starting mechanism of the next succeeding engine of the series.

In the operation of thecontrol means by the rack 90, as the engineapproaches some predetermined limit of its operating capacity, the rack90 as seen in Figure 4, will move to the right into positionto engageand displace the valve stem 93 so as to move the valve 95 outwardly fromthe port 99 and into position to close the exhaust port I00. In thisposition of the parts the air pressure from the supply tubing IOI entersthe air chamber 91 and passes freely through the port 99 to enter ,theair line tubing I03 and its associated branches for operating thediaphragm motors 81 and 81a as well as for actuating the pressureoperated switches or startingmechanisms I00 and Mia.

The diaphragm motors of the system shown in Figures 3 and 4, of which 81and 81a are examples, maybe similar in all respects in construction andoperation with those designatedas 8, 8a,'etc., as more particularlyshown and described in Figures land 2 of the drawings. The pressureoperated switches or starting mechanisms I08 and l00a and I09I09a, asindicated diagrammatically in Figure 3,- may include the mechanisms andarrangement of parts as shown more particularly in Figure 1 of thedrawings, and may be similar thereto in their modes of operation. It isto be understood that each pressure operated switch or startingmechanism I08, I08a etc., may be so constructed as to be provided with amanually operated switch element or starting means for initiating theoperation of each internal combustion element through 'manuallycontrolled operation of the parts whenever found desirable.

This invention may be embodied in a system in which two or more primemovers, such as internal combu tion engines, are connected directly witha generator or other power operated instrumentality, as is shown moreparticularly in Letters Patent No. 2,142,102, or a system. in which twoor more prime movers are connected individually with generators orvpower operated in- ,strumentalities, as is shown more particularly in,one or more additional units into power supplying relation with saidpower operated instrumen-- power output of the'system' In either case,the

power operated in trumentality of which -a load factor may be taken as ameans for actuating the control mechanism may be that to which power 'issupplied by all of the generators. or;di-'

rect actuating power operated instrumentalities included in the system,which in the present form of the invention may be the line loadindicated by the reference characters II, III, or may be the powerdeveloped by one prime m'over or supplied by one generator of theseries. In either case the ultimate power operated instrumentality towhich power is supplied from all of the power units making up the systemmay be an electric circuit, a pressure or pumping system, or any othergroup or series of power operated mechanisms suitably connected forreceiving power from the various power units forming the system. Theload factor relied upon for initiating the operation of one or moreprime movers or removing them from operation in the system may berepresented by some direct function of the power output, as the voltagein an electric circuit, as indicatedin the form of the inventionillustrated in Figures 1 and 2, supplemented or modified by an exhaustfactor ofan engine or prime mover, or may be represented by factorsresponsive to fuel con umption of an engine or prime mover, as isindicated in that form of the inventionillustrated in Figure 3' of thedrawings. In the form of invention shown in Figure 3 of the drawings,the movement of the rack 90 longitudinally of its extent correspondswith thequantity of fuel being consumed by the prime mover andrepresents in consequence in its change of position a function of thepower output, of the prime mover.

' In this case the operation of the diaphragm motors 81, 81a and otheroperating elements through means actuated by movement of the rack '90may be unmodified by any other operating factor, such as the engineexhaust, since the engine exhaust is a factor of the engineoperationwhich is in substantial correspondence with the movement of therack 90.

-What I claim is:

1. A control mechanism for a series of internal combustion engines eachof which is connected forthe delivery of power to a common poweroperated instrumentality comprising, a governor mechanism forcontrolling the operation of each said internal combustion engine, andpressure control means operatively connected with the governor mechanismof each said engine and, responsive both to variations in power suppliedto said common power operated instrumentality and the operating ratio ofthe engine with respect to its operating capacity for actuating thegovernor mechanism of said engines to increase or decrease the poweroutput of one or more of said engines relative. to another-of saidengines.- V

.2. A control mechanism for a series of internal combustion engineseach. of which is connected for the delivery of power to a common poweroperated instrumentality comprising, a

governor mechanism for controlling the operation of each said internalcombustion engine, control means operatively connected with. thegovernor mechanism of each said engine'and operable upon the increase ordecrease of power output of one or more of said engines relative toanother of. said engines,-and means operatively associated with eachsaid engine for modifying the action of said control means to limit. the.power output of such engine .to a predetermined ratioaof its operatingcapacity.

3. In a control mechanism for a series of in-- ternal combustion engineseach of which is connected for the delivery of power to a common poweroperated instrumentality, a governor mechanism for controlling theoperation of each said internal combustion engine, and mutuallyinterdependent co-operatively modifying control means for each saidinternal combustion engine operatively connected with its governormechanism and effective for controlling the operation of said engine atlower power delivery ratios of said engine and operative at a powerdelivery ratio of said engine approaching the limit of its operatingcapacity for controlling the operation of one or more other engines ofthe series.

4. In a control mechanism for a series of internal combustion engineseach of whichisconnected for the delivery of power to a common poweroperated instrumentality, a governor mechanism for controlling theoperation of each said internal combustion engine, mutuallyinterdependent coperatively modifying control means for each saidinternal combustion engine operatively connected with its governormechanism and effective for controlling the operation of said engine atlower power delivery ratios of said engine and operative at a powerdelivery ratio of said engine delivery of power toa common poweroperated instrumentality, control means operatively associated with oneof said internal combustion engines effective for controlling theoperation of said engine throughout its operating range and having apower delivery ratio component responsive to a predetermined powerdelivery ratio of said first engine and operatively connected with thestarter mechanism of another engine of said series effective at a powerdelivery ratio of said first named engine approaching the operatingcapacity of said engine to start said second named engine.

6. In a control mechanism for a series of internal combustion engines,each provided with a governor mechanism and a starter mechanism,

and each connected for the delivery of power to a common power operatedinstrumentality, control means for one of said engines effective forcontrolling the operation of said engine throughout its operating rangeand having a power delivery ratio component re ponsive to apredetermined power delivery ratio of said first engine operativelyconnected with the starter mechanisms of the remaining engines oftheseries effective at a power delivery ratio of said first named engineapproaching the operating capacity of said engine for starting one ormore of said remaining engines, and means operatively connected with thegovernor mechanisms of said remaining engines for regulating the orderof starting said remaining engines.

7. In a control mechanism. for two or more internal combustion engines,each provided with a governor mechanism and a starter mechanism, andeach connected for the delivery of power to a common power operatedinstrumentality, control means for controlling the operation of one ofsaid engines throughout its range of operation and operative at. anoperating ratio of said engine approaching its operating capacity foractuating the starter mechanism of another of said engines, and controlmeans interdependently associated with the control means of each of saidengines for limiting the power output 01' said engine relative to theoperating capacity of said engine.

8. In a power system including a series of power units each comprising aprime mover and a generator operatively connected thereto, all of saidgenerators being connected for the delivery of power to a common poweroperated instrumentality, a master control means common to all saidprime movers and operable in direct relation with the power efi'ectivelysupplied to said power operated instrumentality for regulating theoperation of said prime movers, and a control means for each prime moverall operatively connected with said master control means and mutuallymodifying the control exerted upon each of said prime movers by saidmaster control means.

9. In an automatic control mechanism for a series of internal combustionengines connected for supplying power to a common power operatedinstrumentality, va fluid pressure system, means comprising athermostatic device operative for changing the fluid pressure in saidsystem upon change of the exhaust temperature in one of said engines,and means actuated by a change of fluid pre sure in said system to varythe power output of one or more of said engines.

10. In a power system, a plurality of internal combustion engines one ormore of which is connected for the delivery of power to a common poweroperated instrumentality independently of 1 or in co-operation with oneor more of the remaining engines of the system, a governor mechanism foreach said internal combustion engine, control means for each saidgovernor mechanism actuable by means representing a load factor of saidengine, and a master control means opera-' pressure system, meansoperable in response to variations of pressure in said fluid pre suresystem for actuating said governor and starter me chanism, and means forvarying the effective pressure in said fluid pressure system in responseto variations in the power supplied to said common power operatedinstrumentality by said engines.

GEORGE E. BAILEY.

